曝光臺(tái) 注意防騙 網(wǎng)曝天貓店富美金盛家居專(zhuān)營(yíng)店坑蒙拐騙欺詐消費(fèi)者

• The Reporter’s Action:
Continue the approach to a landing
n ….I notified ATC of the malfunctioning attitude indicator,
but elected not to declare an emergency. I requested vectors
for the VOR/GPS approach to try and get a controlled
descent to VMC, since this seemed a faster route to visual
conditions than returning to the south with indeterminate
weather. The approach was successfully executed and I
broke out at 1,300 feet MSL (800 feet AGL) and was able
to land. However, again due to partial panel indications
compounded by light to moderate turbulence, my headings
and altitude were deviating from ATC clearance, heading
up to 25 degrees and altitude up to 200 feet.
The chain of instrument failure, unexpectedly low ceilings,
and my own lack of very recent partial panel experience
all led to imprecise IFR flight and likely reduced safety
margins. To prevent a recurrence, additional focus on
366
partial-panel proficiency and a more conservative view of
weather…to keep the situation from deteriorating would
have been advisable, and at the initial indication of
attitude indicator failure, I should probably have requested
vectors to the nearest airport reporting VMC.
Situation #3: “The Crew and Company Saw
Things Differently” (A320 First Officer’s Report)
• The Reporter’s Action:
Divert to an airport with no known icing
n ….I, being the Flying Pilot, handled the aircraft
and communications with ATC, while the Captain
communicated with the company. He provided operating
manual references which state: If any instrument or item
of equipment required for the particular operation becomes
inoperative en route, the Captain shall comply with the
approved procedures for such occurrences as specified
elsewhere in the manual, the AOM, applicable MEL’s/CDL’s
[Configuration Deviation List], and any pertinent FAR’s.
The Captain and I discussed the issue at length, and made
the decision to divert to an airport with no known icing
due to inop AIR ENG 2 Bleed Fault and MEL restrictions,
which we did. This maintenance diversion caused the crew
to exceed eight hours within 24 hours which required 18
hours rest and removal from the next day’s trip….
When Dispatch and/or Management disagree with a
Captain in regards to the safe operation of an aircraft,
the safest course of action should always be taken without
extreme pressure that this crew encountered.
Situation #4: “Canceled IFR Short of the
Destination” (Piper Malibu Pilot’s Report)
• The Reporter’s Action:
Request an immediate IFR approach
n ….An immediate IFR approach was requested. Gear was
dropped and several approaches made. Eventual landing
ended with gear failure to engage – landing on the belly.
No injuries and minimal damage to plane except propeller.

　
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